Speed-controlling and reversing apparatus.



H. T. GOLDWELL. SPEED CONTROLLING AND REVERSING APPARATUS.

APPLICATION FILED JAN. 6, 1908.

Y Patented Nov. 3, 1908.

- 902,559. 4 SHEETS-SHEET 1.

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I J 0 o '1 0 1 i l Z-MSGW v y L I H.' T. GOLDWELL.

SPEED GONTROLLING AND REVERSING APPARATUS.

APPLICATION FILED JAN. 6, 1908. I V 902559 N Patented Nov. 3, 1908.

4 SHEETSBHEET 2.

h w W WW/eye H. T. GOLDWELL. SPEED CONTROLLING AND REVERSING APPARATUS.

APPLICATION IIL ED JAN. 6, 1908.

Patented Nov. .3, 1908.

'4 SHEETS-SHEET 3.

Win Es F HARRY T. GOLDWELL, OF NEWBURGH, NEW YORK.

- sPEED-coN'rnoLLmG-AnD BEVERSING APPARATUS.

To all whom it may concern;

Be it known that I, HARRY ,T. COLDWELL, a citizen of the United States, residing at Newburgh, in the county of Orange and State of New York, have invented certain new and useful Improvements in Speed- Controlling and Reversing Apparatus for Motor-Vehicles; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable othersskilled in the art to which it appertains to make and use the same.

My invention consists in the novel features hereinafter described, reference being had to the accompanying drawings which illustrate one form in which I have contemplated embodying my invention, and said invention is fully disclosed in the following description and claims.

-Referring to the said drawings, Figure 1 is a sectional view of a sp eedcontrolling and reversing apparatus for motor vehicles, embodying my invention. Fig. '2 is a plan view of the guiding plate for the shifting lever, shown in Fig. 1. Fig. 3 is a detail sectional view on line 3-3 of Fig. 2. Fig. 4 is a similar sectional view on line 4-4 of Fig. 2.

Fig. 5 is an enlarged horizontal section on line 55 of Fig. 1. Fig. 6 is a vertical transverse sectional view on line 6-6, Fig. 1. Fig. 7 is a similar section online 7 7 Fig. 1.. Fig. 8 is a view similar to Fig. 1 showing the main or engine clutch and the connections between it and the transmission gearing, and clutch lever.

My present invention relates particularly to an improved hand lever control mechanism and connected parts, for use with a change speed and reverse gearing of any desired type in which a plurality of devices are to be moved to effect the desired changes of speed, or reverse, and it is here shown in connection with the special form of change speed and reverse gearing shown, described and clalmed in my former application filed Dec. 24, 1907'- and given Serial No. 407,955.

In said application the herein described lever control mechanism' is shown and claimed in combination with said change speed and. reverse gearing but is not claimed specifically therein. In this application the change speed and reverse gearing is not claimed.

' In the drawings A represents a gear case suitably supported in the vehicle and containing the change speed and reversing gear- Specification 0! Letters Patent.

Patented Nov. 3, 1908.

in my prior application before referred to, although the control lever mechanism herein claimed is applicable to other forms of gearing.

- -Referr1ng briefly to the particular change speed and reversing gearing herein shown, and which in its specific structure forms no part of my present invention, B, B repre sent the main drive'shaft, of which the section B is the driving member and is connected to the engine by the usual clutch.

' S, (see Fig. 8) the partB extending to and being suitably connected with the axle by a differential gear or otherwise in any suitable manner.

The driving section B is provided with pinions C, C gear C and clutch member C" all of which are rigidly secured to the shaft section and shaft section B is provided with a sliding casting mounted on a squared part b of the shaft, and comprising the clutch member C and beveled pinion C. At each side of and slightly above the shaft B, B are stationary rods or'shafts D and E, held firmly. in the casing'and arwhich as here shown is that disclosed in ranged parallel with the shaft B, B. On.

shaft D is slidably mounted a loose sleeve D carrying the reve'rsely beveled pinions D, D and gear wheel D and on the shaft E is a slidable loosely mounted sleeve E provided wheel 15?. dle extends across the gear casing, and is provided with angularly disposed shaft portions, and bearing apertures through which the shaft section B, the shaft E and sleeve D extend. The shaft portions of the saddle carry on one side of the main shaft, connected bevel pinion and gear G, G and on the opposite side connected gear H, H the pinions G, and H being adapted to mesh with the bevel pinion C on main shaft section B.

For conveniently shifting the movable parts of the transmission mechanism, I employ preferably three sliding rodsL, L L

engages the casting C and the yoke Z of rod L engages the sleeve E The transmission mechanism as herein shown and described provides for dIlVlIlg with bevel pinion E and gear A part F which I termn sadbevel pinion and loo the driven shaft section B in one direction at three different speeds, and for driving ir the reverse direction at one speed only. These changes of gearing are accomplished inthe following manner. To drive at the lowest speed forward or in the same direc- I driving shaft section B, through the reducing train comprising wheels C D D, I-P,

H to bevel pinion C, on the driven section B, which will be rotated in the same direction as the driving member B, but at lower speed.

To secure an intermediate'speed, the parts previously mentioned are restored to normal position by rod L and rod L is shifted to bring the gear E into mesh with the gear C, and bevel pinion E into mesh with bevel gear Gr (see arrow 3) thus connecting the shaft section B through an intermediate reducing train including wheels C E E, G G with bevel pinion O, and driving shaft B in the-same direction as shaft B, but slower. This train gives an increased speed, however, over the first mentioned train.-

- To drive the shaft section B at highest speed the parts just mentioned are restored to normal position by red L and the central rod L is shifted, to move the sleeve or casting C in the direction of arrow 4, thus moving bevel pinion C out of gear with bevel pinions H and G and bringing the membersG, C of the clutch together. This causes the two shafts to move together in the'same direction and at the same speed. It is to'be noted that when the shaft B is driven at highest speed, none of the other pinions or gear wheels are in operation, and all useless wear upon them is thus prevented.

In order to reverse the shaft B,the rod L is moved in a direction opposite to that previously described, so as to shift the sleeve D in the direction of 'the' arrow 5, and bring gear 1) into mesh with pinion G, and bevel pinion D in mesh with bevel gear H thus transmitting motion at reduced speed'and in reverse direction to the pinion C, which .will have vbeen restored to itsnormal position in mesh with pinions H, G.

At some suitable oint in the vehicle I arrange a vertically disposed lever M which is pivoted between ltsends universally. In this instanceI have shown, (Figs. 1 and 6) said -lever mounted on a pivot min a block m having horizontal trunnions m extending perpen'dicularly to the pivot m and engagmg apertures in a suitable supporting casing M,

to which they are secured by nuts as shown, thus enabling the upper end of the lever to be moved both laterally andback and forward. Each of the rods L, L L (or extensions thereof) is provided with a vertically extending arm or lug having its upper end rounded or partly cylindrica the said lugs being shown at Z Z, Z, and being connected to 'rods L, L L respectively. The lower end centrically with the trunnions m and provided with a transverse slot 12, from the opposite ends of which two slots 77/ 12 extend forwardly, while from thecenter a slot 12 extends rearwardly, and an additional slot 01* extends rearwardly in line with the slot n (see Fig. 2). The slot it indicates the position of the lever M for the first, or slowest speed, slot n the position of the lever for the second or intermediate speed, slot n the position for high speed and slot 11/ the position for the reverse. I/Vhen the lever is in any part of the transverse slot n, its position is neutral, and no gears are engaged, and it is so illustrated'in Fig. 1. In order to prevent the operator from pulling the lever out of slot n, directly into reverse by accident, I provide a lock-out plate N pivoted to the plate N at one side of the slot a and having its forward edge in line with the rear edge of slot n. This lock-out plate is normally held in the position shown, as hereinafter described. A similar lock-out plate N is provided for the first speed slot it, and means are provided for connecting said lock-out plates so that when one is down in operative position, the other is always raised. In this instance I have shown the hinge member of each lock-out plate (Figs. 2, 3 and 4) provided with a downwardly extending stud a extending through a slot in the plate N, and

said studs engage slots in the opposite ends of a lever n1, ivoted at a below said plate .N, thus securlngthe result described. A

spring a bearing against said let or it, holds it normally in the position shown in the grasped.

I shifting of the lever M The detents referred to are arranged as follows: A detent 0 being at the outer end of slot at, for locking the lever into first speed, and a detent 0- on top'of lock-out plate N to lock the lever on coming out of said slot. Adetent 0 is located at the outer end of slot a" and a detent 0 adjacent to its inner end, detent 0" and 0 at opposite ends of slot M, a detent 0" at the outer end of slot a for the reverse and-a. cotiperating detent 0 on the look-out plate N I also provide means for positively preventing the operation of any of the rods L, L, L except the one selected. At the lower end of the casing M I arrange a laterally movable plate P, mounted in guides p p extending transversely of the rods L, etc., and provided with a longitudinal central slot 7) (see Fig. 5) just wide enough to permit the movement therethrough of the yoke m and one of the lugs on the gear shifting rods. Plate P is also provided with a lateral slot p which embraces the heads of all of said lugs Z", Z, l and is, therefore, too narrow to admit the yoke m. The'slot p is of sufficientlength to accommodate two of the lugs Z Z, the longitudinal slot 79.'

Z on-each side of I also provide means for preventing the laterally, to change the speed of the gearing, until after the ordinary clutch, with which all motor vehicles are provided, has been disconnected. In this instance It represents the foot lever controlling the clutch S between the engine and shaft B which lever is moved by the foot of the operator in the direction of the arrow, Figs. 1 and S, to disconnect the clutch, thus disconnecting the engine or motor from shaft B. The clutch lever is moved in the direction to throw the clutch in by a spring (not shown) as usual in such cases.

'The plate P is provided with a series of holes 77 79, 7), arranged in a transversely disposed line beneath a locking bolt S, preferably pressed downwardly by a spring 8 into engagement with one or the other of the holes in the 'plate P and said bolt is connected by a chain 1', or other connection with clutch lever B. It follows from this construction that when the lever M has been moved into position to select a particular speed, the application of'the clutch will permit the bolt S toenter one of the holes in the ,plate P and, lock it and lever M against lateral movement. The lever cannot, thereafter .be shifted laterally until the operator V presses the clutch lever B forward, thereby releasing the bolt S from plate P.

.The operation of the parts described will be as follows. Supposing that the operator desires to start a car from a standstill, the clutch being disconnected, he seizes the handle of lever M and throws it to the right into line with slot 4%, then. forward into .tance that the hand lever -parts only at a time.

said slot where it will be locked by releasing the pawl lever 0 As the lever M is moved.

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to the right its lower end will move to the left, carrying with it plate I, uutil the yoke m engages lug Z? of the rod L; the forward movement of the handle causes the lug Z and rod L to move rearwardly (the lugs F and 1 being locked in the right hand part of slot 72 and held from movement). This draws the sleeve D in the direction of the arrow 2, as before described and sets the train for the lowest or first speed. After starting the car and gaining momentum, the operator can by throwing out the clutch go to second speed, or directly to the third or highest speed, as preferred, by throwing out the clutch, moving the handle laterally to slot of or slot n and forward or rearward as required by the slots, the yoke m of lever M selecting the required rod and moving it in the required direction. In going to reverse the operator must first throw up the look-out plate N, thus throwing down the plate N movement of the hand lever will put verse gearing in operative relation.

It will be seen that each time a gear train is selected and put into operative condition, all parts are restored to lllQPOl'ittlX'G or normal position by simply throwing the hand lever back to the neutral position in slot or, before any other speed can be selected. Again in throwing the lever M out of geared position it will beinstantly stopped in the neutral position by the opposing edge of slot at or by one of the look-out plates N, N as will be readily understood.

The operator is free at all times to select any of the' speeds, or reverse, and proceed directly to it without passing through other gear connections thus rendering the control. extremely elastic. Again the dis- M-is moved from neutral to in gear position is a very short one, not exceeding two or three inches, so that the changes canbe made very quickly and without taking the attention of the opthe re- -erator from the steering wheel or causing him to lean materially in any directions What. I claim and desire to secure by Letters Patent is 1. In a controlling device for motor vehicles, the combination with a plurality of separate gear shifting devices having actuating parts arranged side by side, of a single operating hand lever, movable laterally and back and forth, a part of said lever being constructed to engage one of said actuating a locking device for positively locking said lever in operative relation with the selected actuating device, andmeans independent of the movements of said lever, for releasing the said locking dewhen a lateral and rearward vice to permit the lateral shifting of the lever, substantially as described.

2. In a controlling device for motor vehicles, the combination with -a plurality of separate gear shifting devices having actuating devices arranged side by side, of a single operating hand lever, pivoted so as to be capable of swinging movement laterally [and also backward and forward, the lower end of said lever being constructed to engage one only of said actuating. devices, a transversely movable locking plate provided with ,4 a slot engagingthe lower end of said lever and permitting the longitudinal movement of the lever, with respect to said plate, said plate having transversely disposed slots enand holding them from movement, a locking device for said plate, and a lever operatively connected with said locking device for releasing the plate, whereby said hand lever cannot be shifted laterally from one actuating device to another without releasing said locking device, substantially as'described.

v 3. In a controlling device for motor vehicles, the combination with a plurality of separate gear shifting devices having actuating parts arranged side by side, of a single operating hand lever, movable laterally and back and forth, a part of said lever being constructed to engage one of said actuating parts only at a time, a locking plate, movable laterally with said lever, and constructed to permit the back and forth movement of the lever at all times, a lockingdevice, for positively locking said plate, to hold the lever '35 in engagement with a selected shifting device, and means independent of the movements of said hand lever for releasing said locking device to permit the lateral shifting of the hand lever, substantially as de scribed.

4:. In a controlling device for motor vehicles, the combination with a plurality of separate gear shifting devices having actuating parts arranged side by side, of a single operating hand lever, movable laterally and back and forth, a part of said lever being 7 constructed to engage one of said actuating parts only at a time, a lockingplate mounted to slide laterally with said lever, and constructed to permit the back and forth movements of the lever at all times, said plate having a plurality of locking apertures corresponding to the series of shifting devices, a stationary locking bolt-for engaging the locking apertures in said plate, and a separate lever for operating said bolt, substantially as described.

5. Ina controlling device for motor vehicles, the combination'with a plurality of ing devices arranged side byvside, of a-single operating hand lever, pivoted so as to be ca pagaging the actuating devices not selected,

of operative in the presence of two witnesses.

separate gear shifting devices having actuatble of swinging movement laterally and also backward and forward, the lower end of said I lever being constructed to engage one only of said actuating devices, a plate provided. with a laterally disposed slot and longitudinally disposed slots engaging the upper end of said hand lever, two of said longitudinal slots being in line on opposite sides of, the laterally disposed slot, lockout devices for closing said opposed slots, and connections betweensaid lockout devices constructed to effect the clos- 1 ing of either of said slots when the other is open, substantially as described.

6. In a controlling device for motor vehicles, the combination with a plurality of separate gear shifting devices having actuating devices arranged side by side, of a single operating hand lever pivoted so as to be capable of swinging laterally and also backward and forward, the lower end of said lever being constructed to engage one only of said actuating devices, a locking plate, movable with said lever in a direction to shift the lever from one to another of said actuating devices, a locking device for said plate for positively locking said lever in engagement with r the selected actuating device, and connections between said locking device and the clutch lever of the motor vehicle, for releasing said locking device and the locking plate, when the clutch is thrown out of operative position, substantially as described. Y

7. In a controlling device for motor vehi-- 951 cles, the combination with a plurality of separate gear shifting devices having actuating devices arranged side by side, of single operating hand lever pivoted so as to be capable of swingin laterally and also backward and forward, is e lower end of said lever being. constructed to engage one only 'of said actuating devices, a locking plate movable with said lever in a-direction to shift it from one to another of said actuating devicesfsaid locking plate having means for holding the lever movement, a locking device for locking said plate in position to hold the lever in engagement with anyone of the actuating devices,

and connections between said locking device and the clutch lever for releasing said looking plate only when the clutch is thrown out position, substantially as de scribed.

In testimony whereof I afiix my signature,

HARRY T. oo DwEL Witnesses: EDWIN T. SMITH,

E? C. Ross. 

